System of train control.



J. L. GROUSE.

SYSTEM OF TRAIN CONTROL.

APPLiOATION FILED DEC. 21, 1910.

1,075,462. Patented 001.14, 1913.

as I I f acd WITNESSES l NTOR BY AfTORNEY 'UNTED STTS i. .a i Te1.

JOHN L. CROUSE, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO WESTINGHOUSE ELECTRIC AND MANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA.

SYSTEM OF TRAIN CONTROL.

Specification of Letters Patent.

Patented Oct. 14, 1913.

To all whom it may concern:

Be it known that 1, JOHN L. Cnousn, a citizen of the United States, and a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Systems of Train Control, of which the following is a specification.

My invention relates to systems of train control and it has special reference to the simultaneous control of two locomotives secured to the same train but widely separated from each other.

The object of my invention is to provide simple and automatic means for insuring concurrent operation of two or more locomotives, associated as above indicated, without employing any communicating means between the locomotives other than that which exists in ordinary freight and passenger trains.

WVhen long freight trains are started and operated on a grade by means of a drawing locomotive at the head and a pushing lo-oomotive at the rear, it is usual for the engineer on the rear engine to apply powerto his engine for some little time before the train actually starts, on account of the difficulty in signaling, in order to avoid pulling the train apart when the forward locomotive is energized.

My invention provides an extremely simple means for applying energy to both locomotives simultaneously, even though they are widely separated, as in the example cited above. I accomplish this result by making the application of energy on the rear locomotive dependent upon the releasing of the air brakes throughout the train which may, of course, be governed by the engineer of the forward locomotive.

My invention is particularly well adapted for governing two electric locomotives and, consequently, I have illustrated and described it in detail in this connection, although it is not restricted thereto.

The single figure of the accompanying drawing is a diagrammatic view of a system of train control embodying my invention.

Referring to the drawing, energy is supplied from a common supply line conductor or trolley wire 1 to electric locomotives A and B, each of which is equipped with a single driving motor 2 and a control system comprising a master switch 3 and independently operated switches 4, 5, 6 and 7.

lVhile, for convenience of illustration, the two systems are shown as similar to each other, it will, of course, be understood that my invention is applicable to locomotives having dissimilar equipments comprising any number of electric motors and more or less complicated control systems.

The locomotives are assumed to be separated by a train of cars (not shown), having the usual train line air brake connections 7 and are respectively provided with switches 8 and 9 which are normally held closed by springs 10 and 11 and are opened by a predetermined pressure in brake cylinders 12 and 13. The movable members of the switches S and 9 are respectively connected to pistons 14 and 15 which operate in auxiliary cylinders 16 and 17. These cylinders 16 and 17 communicate with the air brake cylinders 12 and 13 by suitable pipe connections 16 and 17*.

The supply of energy to the motor 2 is dependent upon switch 4, the switches 5, 6 and 7 being adapted to shortcircuit sections of a resistor 18 which is utilized, in the usual manner, for reducing the voltage applied to the motor in starting. The switch 4 can only be closed when master switch 3 occupies one of its motor-running positions a, Z), c and (Z. The supply of energy to the master switch, and hence to the line switch 4, is dependent upon a switch 20 and the switch 8 which are connected in multiple circuit relation and are connected in the battery circuit in series with the master switch 3.

The switch 9 bears the same relation to the system of the locomotive B that the switch 8 does to the system of the locomotive A.

The operation of the train control system as a whole is as follows: Assuming that the locomotive B is located at the front of a train which is standing on a grade, with the brakes set, and that locomotive A is located at the rear of the same train, if the switch 20 of the locomotive A is open and its brake cylinders are connected to the train line in the usual manner, its brakes will not only be set, but the switch 8 will also be open by reason of the pressure which exists in the cylinder 16 and in the air brake cylinder 12, consequently, the engineer, or driver, on the locomotive A may move his master controller into position a without producing any immediate effect on his control system to supply energy to the locomotive. This is also true of the locomotive B and, assuming that the same conditions exist in both locomotives, it is only necessary for the engineer, or driver, of locomotive B to release the brakes on the train to automatically and simultaneously close the switches 8 and 9, supply energy from the storage batteries 19 through the master switches 3 to the control switches of each locomotive. When thus energized, the control switches will close and energy will be so supplied to the motors on both locomotives that they will start simultaneously. It is, of course, unnecessary for the driver on the forward locomotive to depend upon the automatic action of the switch 9 and, if he desires, he may close the switch 21, corresponding to switch 20 on locomotive A, and govern his locomotive entirely by means of the master switch. As soon as the driver on the rear locomotive is aware that his locomotive has been started, he can, of course, notch up his master switch as rapidly as he sees fit, with a view to taking his part of the train load. when the engine driver on the forward locomotive wishes to stop, it is only necessary for him to throw his master switch to the 01f position, provided the switch 21 is closed, and apply the brakes on the entire train, since this action will automatically open the switch 8 on the rear locomotive and thereby immediately cut off the supply of energy thereto.

It will probably be desirable to provide automatic means for returning the master controllers to their 0H positions upon interruption of the line circuit so that it will be impossible for the driver on the front locomotive to supply energy to the motors on the rear locomotive under unsafe conditions, for example: If the train should be stopped when the master switch on the rear locomotive occupied the position (Z, and the controller remained in this position until the brakes were released and the power again applied for starting the train, the motor 2 on this locomotive would be supplied with current at full voltage when at a standstill and might be seriously damaged.

I claim as my invention:

1. In a train, the combination with two independently controlled railway vehicles each having a system of air brakes, and an air pipe line connection between the two systems, of means having operative dependence upon the application of the air brakes from either vehicle for automatically applying energy to the other vehicle.

2. The combination with two electrically independent railway vehicles, each having an electric propelling motor and a braking system, and means forming a communication between the braking systems, of automatic means on one locomotive having operative dependence upon the application of the brakes in the train for supplying energy to the electric propelling motor thereof.

3. In a train, the combination with two independently controlled vehicles each hav ing an airbrake cylinder, of a train connection joining the airbrake cylinders, and means operatively dependent upon the pressure in the airbrake cylinders for simultaneously supplying energy to bothvehicles when the brake cylinders are exhausted.

t. In a train, the combination with two electrically independent loco-motives each having an electric propelling motor and an airbrake cylinder, of a train connection joining the airbrake cylinders, and a switch on each locomotive which is opened when compressed air is supplied to the corresponding brake cylinder and is closed when the air is exhausted therefrom.

In testimony whereof, I have hereunto subscribed my name this 9th day of Dec. 1910.

JOHN L. CROUSE.

Witnesses:

C. M. MARTSOLF, B. B. HINEs.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C.

It is hereby certified that in Letters Patent No. 1,075,462, granted October 14,

1913, upon the application of John L. Grouse, of Pittsburgh, Pennsylvania, for

an improvement in Systems of Train Control, an error appears in the printed specification requiring correction as follows: Page 2, line 62, before the Word energy insert the Word propelling; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 18th day of November, A. D., 1913.

[SEAL] R. T. FRAZIER,

Acting Commissioner of Patents. 

